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en.wikipedia.org/wiki/Basic_(cigarette)
As of 2005, Basic is the fourth most popular cigarette brand in the United States (following Marlboro, Newport, and Camel) and the second most popular among white smokers age 26 and older.
www.cosmosmagazine.com/features/print/2373/nicotine-why-i...
Nicotine dependence is reflected in the difficulty associated with trying to quit smoking. A 2006 report by the U.K. Office for National Statistics found that the majority of smokers (around 70 per cent) want to quit, yet the success rate remains very low. Fewer than 20 per cent of people who embark on a course of treatment to quit smoking succeed in abstaining for as long as a year.
www.diggpoint.com/cigarette-smoking-facts/
Smokers generally report a variety of after-effects; such as calmness, relaxation, alertness, stimulation, concentration and many others. In fact, smoking will produce a different effect in each individual depending on ‘what they expect to get’; turning the cigarette into the worlds most popular placebo (satisfying the brains hunger for nicotine being the only ‘relaxing’ factor). The smoker will then use these expectations as a means to continue the habit.
After I washed the goop out of her hair. :)
toyboxphilosopher.blogspot.com/2012/04/barbie-basic-vs-in...
Most people think they have control over their behavior. They think they choose to do whatever it is they do. But many of us who have studied human behavior scientifically, and have tried to help people change their behavior, know differently. We know that the vast majority of what a person does is driven by instincts and habits -- ways of behaving that are automatic and almost effortless.
You were born with instincts that are there to help you survive. Instincts are behavioral patterns that do not seem to be learned -- they occur in almost finished form the first time they are triggered. It's obvious that babies have a variety of instincts because they do many of the same things, such as sucking their thumbs, that weren't taught to them. But even as adults, we have more instinctive behavior than we realize, and much of this behavior lives...
taken at the Plaça de Catalunya, by the central fountain, in front of the huge Hyundai billboard...
Barcelona, Spain...
These little witches are made during the 2-day basic cake decorating class, here in Hamburg/Germany.
Thanks for looking!
Back to basic RAW with basic beads of 11/0 and pearl only. I think I love this colorway. The base is matsuno metallic something purple/green iris, I don't know, topping with miyuki milky colors and white pearls.
Pattern is available at my shop, www.etsy.com/shop/bybeejang?ref=hdr_shop_menu
abstract geometric....
thanks for looking....appreciated....best bigger.....hope you have a great day
I completed my first Blythe hat knitted in the round ^_^
I used xoxblythe's pattern
www.xoxoblythe.com/blog/patterns/
With some slight modification to the ribbing.
It's so addictive I want to make more!
Absolutely no use of TurnAround_2048 photographs without prior written permission.
Member: PBPA
Basic Details:
Line: JAM Liner, Inc.
Fleet No.: 1520
License Plate No.: ABG-****
Coachbuilder: Santarosa Motorworks, Inc.
Model: BS106 Cityliner
Route of operation:
Seating configuration/capacity: 2x2 / 49
Location: Skyway paralleling East Service Road, Brgy. Western Bicutan, Taguig City
Date: 2015-11-06
Engine:
Engine Manufacturer: Doosan Infracore, Corp.
Engine Type: DE08TiS
Number of Cylinders & Arrangement: 6, Inline
Displacement, cc: 8,100
Power Output:
> In bhp: 226.85
> In PS: 230.00
> In kW: 169.17
Chassis:
Chassis Manufacturer: Zyle Daewoo Bus, Co. / Daewoo Motors Korea
Chassis Type: BS106
Chassis Length: 10.30 meters
Transmission:
Method: Manual
Nr. of Gears:
> Forward: 6
> Reverse: 1
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
After the division of Czechoslovakia by Germany in 1939, Slovakia was left with a small air force composed primarily of Czechoslovak combat aircraft. This force defended Slovakia against Hungary in March 1939, in the Slovak–Hungarian War in March 1939 in which Hungary reoccupied Carpathian Ruthenia and parts of southern Slovakia. In this the SVZ suffered some losses against Royal Hungarian Air Force. Later, the SVZ also took part in the German Invasion of Poland. The SVZ took part in Axis offensives in the Ukraine and Russian Central front sectors of the Eastern Front under the lead of Luftwaffe in the Stalingrad and Caucasus operations. This engagement resulted in great losses of aircraft and personnel, though.
During the World War II, the Slovak Air force was charged with the defense of Slovak airspace, and, after the invasion of Russia, provided air cover for Slovak forces fighting against the Soviet Union on the Eastern Front. For the rest of the war the SVZ fought US Army Air Forces and Royal Air Force raids against Slovakia.
Among the many more or less outdated German aircraft types inherited from the Luftwaffe during the early stages of WWII was a small number of Hs 123 A-1 dive bombers. The Henschel Hs 123 was a small single-seat biplane dive bomber and close-support attack aircraft. The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive bomber. The first prototype, the Hs 123 V1, was cleared for its maiden flight on 1 April 1935; General Ernst Udet, a World War I ace, flew it on its first public demonstration flight on 8 May 1935. The first three Henschel prototypes, with the first and third powered by 485 kW (650 hp) BMW 132A-3 engines and the second by a 574 kW (770 hp) Wright Cyclone, were tested at Rechlin in August 1936. Only the first prototype had "smooth" cowlings; from that point on, all aircraft had a tightly fitting, characteristic cowling that included 18 fairings covering the engine valves. The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gear legs attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a "sesquiplane" configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chance for the more conventional Fi 98, which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of "near-vertical" dives; however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems; principally, stronger center-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with a 656 kW (880 hp) BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He 50 biplane reconnaissance and dive bomber as well as acting as a "stop-gap" measure until the more modern and capable Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, although an improved version, the Hs 123B, was developed by Henschel in 1938. A proposal to fit the aircraft with a more powerful 716 kW (960 hp) "K"-variant of its BMW 132 engine did not proceed beyond the prototype stage, the Hs 123 V5. The V6 prototype fitted with a similar powerplant and featuring a sliding cockpit hood was intended to serve as the Hs 123C prototype.
About 265 aircraft were produced and production of the Hs 123A ended in Autumn 1938. It was flown by the German Luftwaffe during the Spanish Civil War and the early to midpoint of World War II. At the outbreak of hostilities, Hs 123s were committed to action in the Polish Campaign. Screaming over the heads of enemy troops, the Hs 123s delivered their bombs with devastating accuracy. A frightening aspect of an Hs 123 attack was the staccato noise of its engine that a pilot could manipulate by changing rpm to create "gunfire-like" bursts. The Hs 123 proved rugged and able to take a lot of damage and still keep on flying. Operating from primitive bases close to the front lines, the type was considered by ground crews to be easy to maintain, quick to re-equip and reliable even under dire field conditions.
The Polish campaign was a success for an aircraft considered obsolete by the Luftwaffe high command. Within a year, the Hs 123 was again in action in the Blitzkrieg attacks through the Netherlands, Belgium and France. Often positioned as the Luftwaffe's most-forward based combat unit, the Hs 123s flew more missions per day than other units, and again proved their worth in the close-support role. With Ju 87s still being used as tactical bombers rather than true ground support aircraft and with no other aircraft capable of this mission in the Luftwaffe arsenal the Hs 123 was destined to continue in service for some time, although numbers were constantly being reduced by attrition.
The Hs 123 was not employed in the subsequent Battle of Britain as the English Channel proved an insuperable obstacle for the short-ranged aircraft, and the sole leftover operator, II.(Schl)/LG 2, went back to Germany to re-equip with the Messerschmitt Bf 109E fighter bomber (Jabo) variant. The Bf 109E fighter bomber was not capable of carrying any more bombs than the Hs 123. It did, however, have a greater range and was far more capable of defending itself. On the downside were the notoriously tricky taxiing, ground handling, and takeoff/landing characteristics of the Bf 109, which were exacerbated with a bomb load.
At the beginning of the Balkans Campaign, the 32 examples of the Hs 123 that had been retired after the fall of France were taken back into service and handed over to the Slovak Air Force to replace the heavy losses on the Eastern Front after combat fatigue and desertion had reduced the pilots' effectiveness. Most of Slovakia's obsolete biplanes were replaced with modern German combat aircraft, including the Messerschmitt Bf 109, so that the Hs 123s were initially regarded with distrust – but the machines proved their worth in the ensuing battles. The Slovak Hs 123s took part in the Battle of Kursk and supported ground troops, some were outfitted with locally designed ski landing gears which proved to be a very effective alternative to the Hs 123’s spatted standard landing gear which was prone to collect snow and mud and even block. After this deployment at the Russian front, the Slovak Air Force was sent back to defend Slovak home air space, primarily executed with Messerschmitt Bf 109 E and G types, Avia B-534, and some other interceptor types, also helped by Luftwaffe units active in the area.
Being confined to national borders, the Slovak Hs 123s were put in reserve and relegated to training purposes, even though they were occasionally activated to support German ground troops. From late August 1944 the remaining Hs 123s also actively took part in the suppression of the Slovak National Uprising against Germany.
Since Hs 123 production had already stopped in 1940 and all tools had been destroyed, the permanent attritions could not be replaced - due to a lack of serviceable airframes and spare parts the type’s numbers dwindled. When Romania and the Soviet Union entered Slovakia, they organized with some captured aircraft and defectors a local Insurgent Air Force to continue the fight against Axis forces in country, including the last operational Slovak Hs 123s. No aircraft survived the war.
General characteristics:
Crew: 1
Length: 8.33 m (27 ft 4 in)
Wingspan: 10.5 m (34 ft 5 in)
Height: 3.2 m (10 ft 6 in)
Wing area: 24.85 m² (267.5 sq ft)
Empty weight: 1,500 kg (3,307 lb)
Gross weight: 2,215 kg (4,883 lb)
Powerplant:
1× BMW 132Dc 9-cylinder air-cooled radial piston engine with 660 kW (880 hp),
driving a 2-bladed metal variable-pitch propeller
Performance:
Maximum speed: 341 km/h (212 mph, 184 kn) at 1,200 m (3,937 ft)
Range: 860 km (530 mi, 460 nmi) with a 100 l drop tank
Combat range: 480 km (300 mi, 260 nmi) with 200 kg (440.9 lb) of bombs
Service ceiling: 9,000 m (30,000 ft)
Rate of climb: 15 m/s (3,000 ft/min)
Armament:
2× 7.92 mm MG 17 machine guns, 400 rpg
Up to 450 kg (992.1 lb) of bombs under fuselage and wings
The kit and its assembly:
A relatively simple what-if project, and it took a while to figure out something to do with a surplus Airfix Hs 123 A kit in The Stash™ without a proper plan yet. The Hs 123 is an overlooked aircraft, and the fact that all airframes were used during WWII until none was left makes a story in Continental Europe a bit difficult. I also did not want to create a German aircraft – Finland was an early favorite, because I wanted to add a ski landing gear (see below), but since I won’t build anything with a swastika on it this option was a dead end. Then I considered an operator from the Balkans, e. g. Romania, Bulgaria, Croatia or Slovakia – and eventually settled for the latter because of the national markings.
The kit was built almost OOB, and the Airfix Hs 123 is a nice offering. Yes, it’s a simple kit, but its is IMHO a very good representation, despite the many rivets on the hull, a rather bleak interior and some sinkholes (e. g. on the massive outer wings struts). It goes together well, just a little PSR here and there. I just added a dashboard (scratched from styrene sheet) and modified the OOB 50 kg bombs with extended impact fuzes with a flat, round plate at the tip, so that the bomb itself explodes above soft ground or snow for a bigger blast radius.
The only major modification is a transplanted ski landing gear from a PM Model (Finnish) Fokker D.XXI, which had to be reduced in length to fit under the compact Hs 123. A small tail ski/skid was scratched from styrene sheet material.
Thankfully, the Hs 123 only calls for little rigging – just between the central upper wing supports and there is a characteristic “triangle” wiring in the cowling. All these, together with the wire antenna, were created with heated sprue material.
Painting and markings:
Finland had been a favorite because I would have been able to apply a more interesting paint scheme than the standard Luftwaffe RLM 70/71/65 splinter scheme with a low waterline that was typical for the Hs 123 during WWII. However, as a former Luftwaffe aircraft I retained this livery but decided to add a winter camouflage as a suitable thematic supplement to the skis.
The basic colors became Humbrol 65 underneath and 30 and 75 from above – the latter for a stronger contrast to the Dunkelgrün than Humbrol 91 (Schwarzgrün). Thanks to the additional whitewash mottles, which were inspired by a similar livery seen on a contemporary Bulgarian Avia B.534, I did not have to be too exact with the splinter camouflage.
The cockpit and cowling interior were painted with RLM 02 (Humbrol 240), the propeller blades became Schwarzgrün (Humbrol 91, further darkened with some black) and the bombs were painted in a dark grey (Revell 77) while the small 100 l drop tank became bare aluminum (Revell 99).
However, before the white mottles could be added, the kit received its decals so that they could be painted around the markings, just as in real life. The Slovak national markings had to be scratched, and I used standard white simplified German Balkenkreuze over a cross made from blue decal stripes. Later a separate red decal circle was placed on top of that. The only other markings are the red “7” codes, edged in white for better contrast (from a Heller Bf 109 K) and the fuel information triangles on the fuselage from the Hs 123’s OOB sheet. As an ID marking for an Eastern Front Axis aircraft, I retained the wide yellow fuselage stripe from the OOB, sheet, too, and added yellow tips on the upper wings’ undersides.
The whitewash camouflage was then created with white acrylic paint (Revell 05), applied with a soft brush with a rounded tip. Once this had dried, I treated the surfaces with fine wet sandpaper for a weathered/worn look.
Finally, after some soot stains behind the exhausts and around the machine gun nozzles, the kit was sealed with matt acrylic varnish and the rigging (see above) was done.
The Hs 123 might not be the sexiest aircraft of WWII, but I like this rugged pug which could not be replaced by its successor, the Ju 87, and served in its close support role until literally no aircraft was left. Putting one on skis worked quite well, and the exotic Slovak markings add a special touch – even though the national markings almost disappear among the disruptive whitewash camouflage! The result looks quite plausible, though, and the old Airfix kit is IMHO really underestimated.
Cadet Jose Berrios, from the University of Puerto Rico at Río Piedras, takes notes on Battle Drill Procedures, July 17, 2019, at Fort Knox, Ky. Cadets from Second Regiment, Basic Camp spent today in the woods completing Intro to Battle Drills training. | Photo by Amy Turner, CST Public Affairs Office
Tools used to perform this retrofit:
The Gibson Les Paul Handbook by Paul Balmer ($16.50 from Amazon)
Dremel™ rotary tool (grinding, fret polishing)
Screwdriver with hex head socket, multiple tips stored inside
Hex bit for the above, to use sockets
Deep 1/4" socket, for jack and pot nuts
Narrow walled 5/16" socket, for truss rod adjustment
Small Phillips and Standard tip jeweler's screwdrivers
Wire snips and needle-nosed pliers
Multimeter, digital auto range ($13 on eBay)
Pair of alligator clip leads
Micrometer, with digital readout ($12 on eBay)
X-Acto™ knife
Small pistol-grip battery-powered drill with hex head socket
Turbo Tune string winder, pulls apart for drill use ($8 from Stew-Mac)
Helping Hands clips w/ lighted magnifier and soldering station
25 Watt soldering iron (pen type), chisel tip
Desoldering bulb, solder wick for cleanup
Solder, 60/40 resin core
Wire strippers
Bright halogen desk lamp
Acrylic ruler with metal straightedge to check fret level (not shown)
Also essential: Besides a few cleaning/polishing products, three large thick bath towels to lay flat or roll up, to both support and protect the guitar.
Don't let a fear of soldering prevent you from doing your own guitar work. If you can play guitar, you already have more than enough dexterity to do it. Basic instructions and how-to videos are all over the Web; spend five minutes to learn and five minutes to practice, and you'll have it down well enough. Just remember:
1. Heat the part, not the solder; apply solder to the part, not the tip.
2. Don't get the parts too hot. That can melt insulation or fry a capacitor (I've 'cooked' a few pots and ruined them from excessive heating after lots of pickup swapping). Using hemostats or aluminum heat sink clips (even larger alligator clips) can keep things from overheating.
...
love...
love...
some more love...
add a little tiny bit more of it...
aaaaand there you have it!
Enjoy : )
....just kidding....ingredients and making of over at my humple blog ; )
...here:
A Opel Manta B at the Opel club meet in Lemwerder.
© Dennis Matthies
My photographs are copyrighted and may not be altered, printed, published in any media and/or format, or re-posted in other websites/blogs.
Image created by Mike Ramsey (www.patreon.com/mikeramsey) for my article published by the World Economic Forum (www.weforum.org/agenda/2017/01/why-we-should-all-have-a-b...)
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